Railway-switch.



L. COLLIS.

RAILWAY SWITCH.

APPLICATION FILED SEPT. 1. 1914.

1,223,151. Patented Apr. 17, 1917.

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L. COLLIS.

RAILWAY SWITCH.

APPLICATION FILED SEPT. I. 1914.

Patented Apr. 17, 1917.

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LLOYD coLLIs, of NEW YORK, N. Y.

RAILWAY-SWITCH.

Specification of Letters Patent. PatentedApr. 17, 1917.

' Application filed. September 1, 1914. Seria1' No.'859,599.

To all whom z'tmay concern: I Be it known that I, LLOYD CoLLIs, acitizen of the United States of America, and a resident of the city ofNew York, borough Switches, of which the following is a specification.

The object of this invention is to provide a switch suitable for arailway system in which the branch tracks are located on differentlevels, whereby the use of frogs becomes unnecessary, and, where thereare parallel sets of tracks, as 011 a double or multiple track roads,grade crossings of tracks are avoided. A further object is to provide arailway system especially suited for tunnels by which the arching ofwideexcavated spaces is avoided; which may be installed in subways throughnarrow streets where switches of the usual character requiring lateraladjacent tracks would have a width of space which would encroach on orWeaken the foundations of adjacent buildings.

This form of switch is applicable to. any conditions under which arailway switch would be used, and'two levels are admissible, forexample, both where the branch tracks are to be routed in differentdirections, and where they are to be continued in the same direction asfor the provision of additional points of loading and unloading bydouble decking stations.

In the accompanying three sheets of draw-.

ings which form a part of this application Figure 1 is a longitudinalsection on the line II of Fig. 3 through a tunnel carrying a railwaysystem embodying my invention, the switch being set to connect the upperbranch track with the main track.

Fig. 2 is a similar section with the switch set to connect the lowerbranch with the main track.

Fig. 3 is a transverse section on the line IIIIII of Fig. 2 drawn tofour times the scale of Figs. 1 and 2.

Fig. 4 is a plan showing two sets of tracks for traffic in oppositedirections, each being equipped with the invention.

Fig. 5 is a longitudinal section on the line V-V of Fig. 4 showing theswitch with grades adjusted for traffic from the main to the branchtracks.

Fig. 6 is a longitudinal section on the line VIVI of Fig. l showing theswitch with grades adjusted for traffic from the branch tracks to themain'track.

The railway system as shown comprises a main track 1 entering at theright and leading to an upper branch track 2 and to a lower branch track3 at the left. Connection is made between the main track and the upperbranch track by an upper track section consisting of a deck formed oflongitudinal side girders a 4 supporting transverse girders 5 5 which inturn carry longitudinal girders 6 6 on which theties 7 7 track rails 8 8and third rail 9 are laid and carried. Eyes 10 10 are carried at theends of the upper members of the side girders and form hinge connectionsat one end of the deck with the end of the upper branch track. The hingeline is atthe level of the track rails. The other end of this deck iscapable of being removed or lifted above the level of the main tracksufficiently to permit a train to pass thereunder between the main andthe lower branch tracks. The length of this deck is required to be equalto the quotient of the height between the branch tracks divided by thesum of the allowable ascending and descending grades. Thus, with aheight of 14: feet, a three per cent. allowable ascending grade and afour per cent. allowable descending grade, the deck would be 200 feetlong. The tunnel below the deck in its lowered position is narrower thanthe deck therebyforming a bench along either side wall which carrieswooden stringers 11 11 affording fixed supports for the deck all alongbetween its ends. As the deck is thus supported and is only required tosupport atrain when it is in its lowest position, no great amount oflongitudinal rigidity is necessary notwithstanding its length. It isbalanced and operated through which the counterweights and cylinders arelocated where they will not encroach on the freeway of the tunnel.Connection between the main track and the lower branch track is made bya lower track section consisting of a deck formed of two longitudinalgirders 19 19 under the line of the track rails and on which the ties,track rails and third rail are laid and carried. This section isconnected at one end by a hinge connection 20 with the end of the lowerbranch track. This section does not require to be as long as the upperpivoted section and comprises so much of the grade section between themain track and the lower b 'anch as needs to be dropped to have itsthird rail clear the bottom of the upper track section when lowered. Asthe lower section carries trains when in its elevated position much moresubstantial supports are required than for the other section in itselevated position and a series of earns 21 21 are mounted on rock shafts22 22 and coupled through arms 23 23 and a connecting rod at forsimultaneous operation. 1

As the deck is only required to operate conjointly with the operation ofthe upper deck the cam mechanism is operated through a connecting rod 25leading from a hinge connection 26 on the upper deck to an arm 27 on oneof the rock shafts for operating the cams.

Both of the removable track sections have the ends of their track railsadjoining the main tracks curved in vertical planes, the curves beingtangent to the grade sections to which they belong and to the horizontalmain track section when in position to connect. For this purpose theupper removable track section has a concavely curved section of trackrails 28, and the lower removable track section has a conveXly curvedsection of track rails 29.

These curved sections are included between dotted lines ending in arrowpoints which are radial to the curves and which if prolonged wouldlocate by their intersections the centers of vertical curvature.

What I claim as new, and desire to secure by Letters Patent of theUnited States, is

1. In a railway system, branch tracks one above the other, a main trackconnectible with the lower branch track, and a removable track sectionthe ends of which connect with the end of the upper branch track andwith the end of the main track, substantially as described.

2. In a railway system, branch tracks one above the other, a main track,an upper removable track section for connecting the upper branch trackwith the main track, and a lower removable track section "for connectingthe lower branch track with the main track, substantially as described.

3. In a railway system, branch tracks one above the other, a main trackconnectible with the lower branch track, a removable track section theends of which connect with the end of the upper branch track and withthe end of the main track, and fixed supports for the removable sectionbetween its ends when in its connecting position, substantially asdescribed.

4:. In a railway system, branch tracks one above the other, a maintrack, upper anl lower removable track sections for connectingrespectively with the upper and lower branch tracks and having theirends vertically curved for tangential connection. with the main track,substantially as described.

5. In a railway system, branch tracks one above the other, a main track,and upper and lower removable track sections hinged respectively at theends of the upper and lower branch tracks for connection with the maintrack, substantially as described.

6. In a railway system, branch tracks one above the other, a main track,a track section hinged at the end of one of the tracks for connectingwith one of the other tracks, and means for operating the sectionapplied at'a plurality of points located at different distances from thehinge line, substantially as described.

7. In a railway system, branch tracks one above the other, a main track,a track section hinged at the end of one of the tracks for connectingwith one of the other tracks, and hydraulic means for operating thesection applied at a plurality of points located at different distancesfrom the hinge line, substantially as described.

Signed at New York, N. Y., this 31st day of August, 1914.

LLOYD GOLLIS.

Witnesses SAMUEL W. BALOH, HUGH H. SENIOR.

Copies of this patent may be obtained for five cents each, by addressingthe Gommissiener of Patents,

' Washington, D. C.

